Docking and hoisting device for cruiser dinghies

ABSTRACT

A device for docking and hoisting a cruiser dinghy featuring a pivoted hoistable support frame adapted to rest upon the dinghy afloat, which frame carries depending fender elements which stand the dinghy off transom step or other frame support structure on the cruiser and serve also as arms to support the dinghy on its side in the upraised position of the frame carrying the dinghy. Tension in a hoist line exerted laterally and upwardly at a relatively outboard location on the dinghy from a point on the cruiser snugs the inboard side of the dinghy against the fenders as a first reaction to exerting tension in the hoist line, which condition may be maintained to hold the dingy securely docked and afloat but unhoisted, whereas further drawing in of the hoisting line thereupon raises the dinghy on the support frame in stowed position on the cruiser.

United States Patent Christensen 151 3,647,089 Mar. 7, 1972 [54] DOCKING AND HOISTING DEVICE FOR CRUISER DINGHIES [21] Appl. No.: 26,181

Primary Examiner-Gerald M. Forlenza Assistant Examiner-Frank E. Werner Attomey-Christensen and Sanborn [57] ABSTRACT A device for docking and hoisting a cruiser dinghy featuring a pivoted hoistable support frame adapted to rest upon the dinghy afloat, which frame carries depending fender elements which stand the dinghy off transom step or other frame sup- [52] US. Cl. ...2l4/1 A, 9/39 port structure on the cruiser and serve also as arms to support [51] Int. Cl ..B63b 23/06 the dinghy on its side in the upraised position of the frame car- Fleld 0f A, l rylng the Tension in a hoist line exerted laterally and upwardly at a relatively outboard location on the dinghy from [56] References Cue-d a point on the cruiser snugs the inboard side of the dinghy UNITED STATES PATENTS against the fenders as a first reaction to e rert ing tension in the hoist line, WhlCh condition may be maintained to hold the 2,650,378 9/1953 Weinstein ..9/39 dingy securely docked and afloat but unhoisted, whereas 1,344,754 6/1920 Clark further drawing in of the hoisting line thereupon raises the 6 5/1968 Ledford dinghy on the support frame in stowed position on the cruiser. 2,294,864 9/1942 Palmer 3,418,671 l2/l968 Marotta ..2l4/l A X 9Claims, 4 Drawing Figures f srmr/mm mew fih/s'r IAr/r/WJ O \X flz DOCKING AND IIOISTING DEVICE FOR CRUISER DINGIIIES DESCRIPTION This invention relates to improvements in apparatus and techniques for docking and hoisting dinghies on cruisers. It is herein illustratively described by reference to the presently preferred embodiments thereof; however, it will be recognized that certain modifications and changes therein with respect to details may be made without departing from the essential features involved.

Docking, hoisting and securing a dinghy on a mother vessel presents a number of difficulties and dangers, particularly in turbulent waters; and even when the water is completely flat the chore is usually regarded as an inconvenience and also as awkward and laborious. In rough water it is difficult for the boatsman to hold the dinghy close enough for occupants to gain embarkation access to the transom step so as to climb aboard the cruiser and yet hold the dinghy off sufficiently so that the damage is not done by the two vessels beating against each other. With a dinghy of substantial size and weight, as is typically the case with power cruisers 30 feet and longer, and with larger cruisers wherein the deck is high above water,'the problems are aggravated, and the maneuvers treacherous except with the use expensive and cumbersome davit equipment.

Accordingly, a board object of this invention is to provide an improved apparatus and technique by which dinghies of any size may be conveniently docked, secured and hoisted by one individual and whereby the proceeding may be conducted safely and with minimum effort and likelihood of damage either to the dinghy or to the mother vessel.

A further object is to devise a relatively simple and inexpensive dinghy docking and hoisting device of this nature.

Still another object is to device such a dinghy docking and hoisting device wherein the relationship of components and the functional effects of the forces exerted by the hoisting line simplify and expedite the securings required and provide a highly stable and dependable means of alternatively holding and fending the dinghy afloat in protectively secured relationship to the cruiser or of securing in an upraised and stowed position for cruising with the dinghy out of the water.

Still another object of the invention is to provide a sturdy and inexpensive dinghy hoist which is versatile with respect to its application to dinghies of different shapes and sizes and which accomplishes this result with elements that are adjustable so as to enable a single device to serve with mother vessels having transom steps of varying lengths and also with dinghies of varying sizes and shapes.

Ideally the invention is adapted and intended for use primarily in a mounted position on the transom step of power cruisers; however, it will be recognized that its application to other mounting positions and on other structural supports is also possible.

In its preferred and illustrated embodiment the device comprises an inverted V-shaped frame mounted by its two ends on a transom step or other support to pivot on a transverse horizontal axis relative to the cruiser, with the sides of the frame carrying fender elements which project downwardly therefrom with the frame when the latter is disposed generally horizontally so as to rest on the gunwales of the dinghy floated beneath it. These depending fender arms, protectively covered with cushioning material, are formed to bear against the inboard dinghy side over a major portion of the free-board surface height of such side and thus to protectively fend the dinghy from the mother vessel despite relative motion between the two boats. A winch, block-and-tackle, or other line system extending from the mother vessel above the hinge location serves to the-dinghy at a relative outboard location thereon preferably approximately midway between the sides of the frame. With tension exerted in such line a horizontal component of force longitudinally oriented with respect to the mother vessel draws the floating dinghy transversely of itself firmly and snugly against the fender arms and thus holds it there securely at dock standing off from the transom. Drawing in suchline thereupon further presses the dinghy into the corners-formed'by the frame sides and the fender arms and as it does so the vertical component of line tension force acting on the dinghy raises the dinghy and with it the frame upon which it rests until the frame is upright and the'dinghy is supported on edge resting against the fender arms as supports. In such elevated position, the fender elements now serving as rests for the dinghy, bear against a sufficient surface area of the dinghys sides beneath the gunwale so as to distribute the stresses and thereby avoid pressure concentrations which would mar the dinghy surface or otherwise tend to weaken or unduly strain any of the elements.

In the preferred embodiment the fender arms are mounted on slidable sleeves which can be adjusted longitudinally of the sides of the V-frame and clamped in any selected position therealong so as to match the contour of the dinghy. In such uniformly against the inboard side surface of the dinghy at their respective bearing locations thereon situated along the length of the dinghy.

Additionally, the base width or spread of the V-frame may be made sufficiently short as to be mountable upon the steps of power cruisers of relatively small size capable of carrying. dinghies and yet still have an adequate span to serve as a stable support for large dinghies with which large cruisers may be equipped. In this same vein, the height or distance between the pivot base of the frame and the apex thereof may be made as great as needed to span across the widest dinghy and yet the frame will serve adequately for small dinghies as well, inasmuch as the degree of overlap or overhang of the apex portion of the frame beyond the outboard side of the dinghy is of relatively little consequence V-frame-type dinghy hoists with clips adapted to engage and hook under the out-tumed gunwale flanges of dinghies of a certain style of construction have been available. However, these are relatively awkward and difficult to use in turbulent water and not readily adapted for use with dinghies having inturned gunwale flanges or no flanges at all. It is therefore a further object of this invention to provide a device which eliminates these difficulties and which can be used with dinghies of any construction so that a single standardized dockingand hoisting device will serve for mother vessels of any conventional design, regardless of size, and with dinghies of any conventional design, regardless of size or configuration.

These and other features, objects and advantages of the invention will become fully evident from the following description by reference to the accompanying drawings.

FIG. I is a side elevation view showing a first embodiment of the invention mounted on the transom step of a cruiser, the dinghy (of the type having an out-turned flange gunwale) and support frame being shown by solid lines in the elevated or carriage position and by broken lines in the docking position.

FIG. 2-is a stern view of the cruiser showing the support frame in the elevated or stowed position corresponding to FIG. 1.

FIG. 3 is an enlarged fragmentary view illustrating the 1 preferred form of adjustable and angle-accommodating fender means mounted on one side or section of the frame structure shown fragmentarily in the view.

FIG. 4 is an enlarged perspective fragmentary view showing a modified fender means and fragmentary portion of frame, togetherwith a fragmentary portion of a dinghy of modified gunwale construction secured and supported on the frame structure.

Referring to FIGS. I, 2 and 3, the stern portion of the cruiser C has a transom step T of the usual form. The inverted V-shaped support frame 10, preferably bent of tubular stock, has base end portions and 10b which are turned into parallel relationship and carry hinge fittings 12 secured hingedly by mutually aligned pivot pins 14 to the mounting brackets 16 which are fastened to the transom step at positions spaced apart transversely of the mother vessel C at the appropriate distance of separation and preferably near the aft or outer edge of such transom step. The mounting arrangement is such that the frame is free to swing between an upraised position as shown by solid lines in FIG. 1 and FIG. 2 to a lowered or dinghy docking position, as shown by broken lines in FIG. 1 wherein the frame is generally horizontal. It will be appreciated that the height of the transom step is typically approximately the height of the gunwale of a floating dinghy. If there is a substantial difference in these heights, it is desirable to provide adapters fixed or adjustable in height, so constructed and so mounted on the mother vessel that V-frame 10 will rest approximately level atop the gunwales of the dinghy with the dinghy floating level.

The inverted V configuration of frame 10 is the preferred shape, but varying configurations may also be used. That illustrated is considered simplest and sturdiest for the amount of structural material involved due to the fact that a triangle is essentially a rigid figure. It will also be appreciated that various materials may be used in the formation of the support frame 10 and that preferably this support frame is tubular and is dipped in or coated by a protective or cushioning material such as polyurethane, polyethylene or other plastic or rubberlike material. Alternatively, it may be wrapped with line, or otherwise protectively covered in whole or in part so that when it rests upon the gunwale of the dinghy it will not abrasively damage the surfaces of the dinghy.

The sides or legs of the V-frame 10 preferably are straight from a location near the apex or outer-upper end thereof and the locations near the base end thereof where the sides are turned into parallel relationship and carry the adjustable clamp sleeves 18. Said sleeves are split and have their ends out-turned by spaced-apart flanges 18a jointed by clamp bolts 18b drawing these flanges together so as to tightly clamp the sleeves I8 around the frame legs and hold them securely in any assigned position against longitudinal and rotational movement thereon. Rigidly mounted on each clamp sleeve 18 is a depending arm 20, that is an arm which depends or projects downwardly from the clamp sleeve with the frame 10 in the horizontal or docking position, as shown by broken lines in FIG. I. The rigid arm 20 is preferably angled rearward or is L- shaped i.e., turned outboard or aft from the stem end of the cruiser and its projecting end serves as a pivotal support for the upright elongated fender means 22 pivotally secured intermediate its ends by a bolt 24. Cushioning material 22a protectively surrounds the fender means 22 and thereby prevents physical contact between any portion of the arm 20 or of the pivot bolt 24 or other potentially abrasive elements of the fender device with the side or gunwale of the dinghy. The depending length of the rigid arm 20 and the length portions of the fender means 22 are such that the fender means will bear in contact with the side of the dinghy D below the gunwale G thereof and over a substantial portion of the height of the dingy side so as to function as an effective fendering means standing the dinghy protectively off from the transom step by a predetermined distance.

Because dinghies vary in size and shape, longitudinal adjustment of the clamp sleeves 18 along the respective legs of the V-frame I0 is desirable in order that the pair of fender means 22 will contact a particular dinghy with the longitudinal axis of the dinghy extending parallel to an athwartships line (transverse to the length) of the cruiser, so that when the dinghy carried by the support frame is hoisted into its carrying position as shown in FIGS. 1 and 2, the longitudinal axis or keel of the dinghy will be horizontal as shown.

Likewise, it will be recognized that pivoting of the fender means 22 on the bolt 24 at the end of the rigid support arm 20 permits the fendering means to make substantially linear surface-to-surface contact with the sidewall of the dinghy regardless of the slope of such wall. Moreover, since the side surface contours of dinghies vary, the pivotability of the fendering means will accommodate any standard dinghy in the illustrated manner. Softness of the cushioning material 22a allows the fendering surfaces to conform to minor contour shapes deviating from the general surface line presented by the fender means 22.

In the illustrated case an electric hoist H is shown mounted on the stern or transom of the cruiser C at an elevated position and preferably transversely centered on the cruiser. This hoist has a cable or line H! with a securing hook H2 on the end thereof that is adapted to attach to a bolt eye E'suitably mounted on the dinghy preferably at a relative outboard location thereon, such as by bolting it through midship seat S of the dinghy. Other mounting locations and other mounting elements may be used in lieu of the bolt eye E for the same purpose. The line H1, in extending from the hoist H to an outboard point of connection on the dinghy such as the bolt eye B, will be seen to incline upwardly and toward the hoist at an acute angle, such that tension placed in the line by operation of the hoist will produce a horizontal component of force first drawing the dinghy across the surface of the water and snugly against the two fendering means 22, where it is shown by broken lines in FIG. 2. The cooperating elements may be left in this position is desired, and will provide a secure means of docking or mooring of the dinghy to the mother vessel such as for convenience in temporary moorage situations when the dinghy is to be used off and on with out necessity of raising and lowering it with each use. If desired, additional means of securement between the docked dinghy and the frame 10 may be employed in order to further decrease any likelihood of shifting of the dinghy in the grip or hold of the hoist line H1 and the support device.

When the hook H2 is released from the bolt eye E, which is readily done by drawing slack in the line from the hoist H, a short securing or follow-on line H2, connected between the apex or outer end of the V-frame l0 and the hook H-3 provides a means of hoisting the unloaded frame itself into an upright position above the transom step. Alternatively, the frame 10 may have an eye of its own to which the hook H may be attached for the latter purpose when it is disconnected from the dinghy eye E.

It may again be emphasized that the turned lower end portion of the rigid arms 20 have such a length that, considering the transverse thickness of shape or the fendering means 22, the latter will maintain the sides of the dinghy out of physical contact with the arm 20 and the sleeve 18 so as to prevent any marring or chafing of the dinghy surfaces against these elements. In effect, therefore, the dinghy is contacted only by protectively covered surfaces such as the fendering surfaces 22a, which may be of expanded polyurethane or other suitable fendering material, and by the protective covering of a similar nature on the side sections of the V-frame 10.

When it is desired to hoist the dinghy from the docking position shown by broken lines in FIG.'1 to the carriage or cruising position shown by solid lines in FIG. 1, additional tension in the hoist line H1 produces a component of force about the hinge axis defined by pivot pins 14 so as to swing the dinghy upward and with it the frame 10. With the dinghy snugged into the reentrant comer formed between the plane of the frame 10 and the angled fendering means 22 (see FIG. 1), the dinghy gunwale upper surfaces tend to remain in contact with the frame 10 without any securing means holding the dinghy against dropping away from the frame despite the fact that the dinghy is being raised bodily out of the water both at its inboard side was well as its outboard side. The outboard side is, of course, secured to the line H1 and is directly lifted by the line H1, whereas lifting of the inboard side portion may depend upon friction of the contact in this instance against the fendering means 22a to hold it with the frame as the frame swings upwardly. If desired, one or more additional securing elements may be used between the inboard side of the dinghy and the support frame so as to prevent the dinghy from slipping down somewhat on the fendering means as the frame and dinghy are being hoisted. This may or may not be necessary depending upon the weight of the dinghy, the angle of slope of the dinghy sides, the friction coefficient between the fendering material and the dinghy sides, whether the tops of the fendering means 22 can be used as a rest for the underside of the gunwale, and the weight of any contents of the dinghy, such as outboard motors, gas cans, etc.

In the form of dinghy shown in FIGS. 1 and 2, the dinghy gunwale comprises an out-turned flange G. With figer-glassplastic molding techniques this is done quite often in dinghy construction particularly for small dinghies. In the modified form of dinghy construction shown in FIG. 4 the dinghy gunwale flange G1 is turned inboard, which is more typical of the construction of larger dinghies adapted for use with outboard motors. Nevertheless, the invention operates as well or effectively with such a construction even though there may or may not be an out-turned edge of lip around the outside perimeter of the gunwale.

In the support frame fendering and carriage means of the modifications shown in FIG. 4, the fendering means comprises a polyurethane tube or other similar jacket 22a surrounding the rigid arm which is mounted on the adjustable clamp sleeve 18. In this case it is assumed that the rigid arm 20 is angled and/or curved in relation to the plane of the frame 10 so as to approximate the side slope of the dinghy side at the line of contact thereon of the fendering means and thereby to distribute the weight of the dingy over a substantial surface of the fendering means and dinghy side so as to minimize any points of concentrated loading which could cause undue stress or abrasive wear. Of course, in the embodiment shown in FIG. 3 the self-adjusting angular positioning of the fendering means 22 about the axis of pivot bolt 24 tends to eliminate the problem of special angular or curved forms designed to suit different dinghy contours. However, if the device is to be built for a standardized dinghy construction, the form shown in FIG. 4 is simpler, less expensive to manufacture and provides a somewhat more effective fendering arrangement because of the rigid positioning of the fendering surface over its entire length relative to the support frame 10. In this figure (FIG. 4) a holddown hook is provided with a securing line 32 passing through a grommet 34 in the gunwale flange and may be drawn tight so as to hold the dinghy gunwale firmly in contact with the side of frame 10 as an additional means of securement when desired.

It also will be recognized that other mounting support structures may obviously be used for the combined docking and hoisting devices for dinghies, other than transom steps. These may include brackets that are mounted on the transom surface of the vessel proper, or they may include depending structural hangers such as existing boarding ladder members which are mounted from the deck portion of the boat and extend downwardly so as to provide a means available for pivotal connecting points for the hingeable frame.

What is claimed is:

l. A dinghy docking and hoisting device for cruisers comprising a vertically swingable frame structure adapted when lowered to transversely span and rest in generally horizontal position upon a dinghy floating next to the cruiser, a pair of elongated fender members including arms mounted on said frame structure at respective locations spaced apart therein along the gunwale of the underlying dinghy adjacent the cruiser and projecting downwardly from the lowered frame structure substantially to water level and comprising protective cushioning material distributed over their downwardly projecting lengths permitting them to serve as protective ried upwardly with such frame structure into an onedge carrying position wherein said side of the dinghy rests supported upon said fender members.

2. The device defined In claim 1, wherein the frame structure is of substantially inverted V-form, the two sides of which are rigidly joined to the respective arms and are provided with means by which to hingedly mount such sides of the cruiser.

3. The device defined in claim 1, wherein the fender members are rigidly connected to the frame structure sides to form reentrant comer angles with the respective comer angles which snugly accommodate the proximate gunwale top and side corner portions therein, and securing means operably connected to the dinghy to draw the dinghy into said reentrant comers preliminary to raising the dinghy and frame structure.

4. The device defined in claim 3, wherein the securing means includes a line, connecting means for securing the line by one end to the dinghy adjacent the side thereof generally opposite that engaged by the fender arms, and means adapted for mounting on the cruiser and operable for drawing in the line from a location on thecruiser generally above the hinged end of the frame structure so as first to draw the dinghy into said reentrant comers and then to raise the dinghy and thereby the frame structure.

5. The device defined in claim 1, wherein the fender members are adjustably positionable along the sides of the frame structure in a direction generally transverse to the length of the dinghy.

6. The device defined in claim 5, wherein the fender members comprise depending rigid arms and elongated fender elements pivotally supported intermediate their ends on the respective arms so as to adapt positionally to dinghy hull side slope.

7. The device defined in claim I, wherein the fender members comprise depending rigid arms and elongated fender elements comprising fendering material and pivotally supported intermediate their ends on the respective arms so as to adapt to dinghy hull side slope.

8. The device defined in claim 7, wherein the frame structure is of generally inverted V-configuration the base ends of which are adapted for pivotal connection to a cruiser transom step and the like.

9. A dinghy docking and hoisting device for cruisers comprising an open rigid frame structure of generally flat configuration adapted to be pivotally mounted by one end on a cruiser adjacent the transom of the cruiser so as to swing on a horizontal axis between a generally horizontal lowered position projecting from the cruiser to rest upon the gunwales of a dinghy, and an upraised position, said frame structure having side members respectively carrying elongated cushioning material fenders near the pivoted end of the frame structure and which in said lowered position of the frame structure project downwardly substantially to water level so as to engage and protectively fend against the adjacent hull side of the dinghy, and means to interconnect the dinghy and frame structure and adapted to swinging them together upwardly into said upraised position of the frame structure with the side of dinghy resting upon the fenders. 

1. A dinghy docking and hoisting device for cruisers comprising a vertically swingable frame structure adapted when lowered to transversely span and rest in generally horizontal position upon a dinghy floating next to the cruiser, a pair of elongated fender members including arms mounted on said frame structure at respective locations spaced apart therein along the gunwale of the underlying dinghy adjacent the cruiser and projecting downwardly from the lowered frame structure substantially to water level and comprising protective cushioning material distributed over their downwardly projecting lengths permitting them to serve as protective docking fenders for the dinghy, means for hingedly mounting the frame structure on a cruiser so as to permit swinging the structure vertically from said lowered position into an upright position and means associated with the frame structure for holding the dinghy against the underside of the lowered frame structure and snugged against said fender members to be carried upwardly with such frame structure into an onedge carrying position wherein said side of the dinghy rests supported upon said fender members.
 2. The device defined in claim 1, wherein the frame structure is of substantially inverted V-form, the two sides of which are rigidly joined to the respective arms and are provided with means by which to hingedly mount such sides of the cruiser.
 3. The device defined in claim 1, wherein the fender members are rigidly connected to the frame structure sides to form reentrant corner angles with the respective corner angles which snugly accommodate the proximate gunwale top and side corner portions therein, and securing means operably connected to the dinghy to draw the dinghy into said reentrant corners preliminary to raising the dinghy and frame structure.
 4. The device defined in claim 3, wherein the securing means includes a line, connecting means for securing the line by one end to the dinghy adjacent the side thereof generally opposite that engaged by the fender arms, and means adapted for mounting on the cruiser and operable for drawing in the line from a location on the cruiser generally above the hinged end of the frame structure so as first to draw the dinghy into said reentrant corners and then to raise the dinghy and thereby the frame structure.
 5. The device defined in claim 1, wherein the fender members are adjustably positionable along the sides Of the frame structure in a direction generally transverse to the length of the dinghy.
 6. The device defined in claim 5, wherein the fender members comprise depending rigid arms and elongated fender elements pivotally supported intermediate their ends on the respective arms so as to adapt positionally to dinghy hull side slope.
 7. The device defined in claim 1, wherein the fender members comprise depending rigid arms and elongated fender elements comprising fendering material and pivotally supported intermediate their ends on the respective arms so as to adapt to dinghy hull side slope.
 8. The device defined in claim 7, wherein the frame structure is of generally inverted V-configuration the base ends of which are adapted for pivotal connection to a cruiser transom step and the like.
 9. A dinghy docking and hoisting device for cruisers comprising an open rigid frame structure of generally flat configuration adapted to be pivotally mounted by one end on a cruiser adjacent the transom of the cruiser so as to swing on a horizontal axis between a generally horizontal lowered position projecting from the cruiser to rest upon the gunwales of a dinghy, and an upraised position, said frame structure having side members respectively carrying elongated cushioning material fenders near the pivoted end of the frame structure and which in said lowered position of the frame structure project downwardly substantially to water level so as to engage and protectively fend against the adjacent hull side of the dinghy, and means to interconnect the dinghy and frame structure and adapted to swinging them together upwardly into said upraised position of the frame structure with the side of dinghy resting upon the fenders. 